JPH09184459A - Starting time control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent rough idling, deterioration of drivability and deterioration of emission at the time of high temperature restarting. SOLUTION: Whether an internal combustion engine is in a high temperature state or not is judged (S130) at the time of demanding start of an internal combustion engine, and when it is judges that it is in the high temperature state, starting of the internal combustion engine is delayed (S140), and discharge of a fuel pump is increased (S160-S180). Thereafter, when delivery fuel temperature THF is lowered, the internal combustion engine is started (S192). Consequently, as a large amount of fuel is circulated from a fuel tank in a delivery pipe and its periphery, it is possible to lower temperature in the periphery of the delivery pipe and to restrain generation of vapor.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine start-up control device for starting an internal combustion engine in response to a request for starting the internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, in order to operate an internal combustion engine mounted on a vehicle or the like under optimum conditions, the amount of fuel supplied to the internal combustion engine has been controlled. The same is true at the time of starting the internal combustion engine, and the injection time of the fuel injection device is appropriately set so as to execute the supply of the amount of fuel according to the starting characteristics of the internal combustion engine.

However, in the method of determining the amount of fuel supplied to the internal combustion engine in proportion to the injection time of the fuel injection device, vapor is generated when the fuel in the fuel pipe of the fuel injection device becomes high in temperature, Even if the injection time is the same, the amount of fuel supplied is reduced by the vapor, so that the air-fuel mixture becomes considerably thinner than the desired air-fuel ratio. This phenomenon is
This is especially the case when the internal combustion engine becomes hot during long-time high-load operation or when it restarts when the outside air temperature is extremely high (hereinafter referred to as high-temperature restart). Not enough fuel was supplied to the engine, causing rough idle, deterioration of drivability, and deterioration of emissions.

Therefore, there has been proposed a device for increasing the fuel injection amount for a predetermined period when the internal combustion engine is started in a state where the fuel temperature is high. Further, in order to make the predetermined period for increasing the fuel injection amount appropriate, as disclosed in JP-A-61-70146, the fuel injection is started from the time when the air-fuel ratio changes to a predetermined value or less. An apparatus has been proposed which gradually decreases the increment of the quantity.

[0005]

However, none of the above devices supplements the amount of fuel that is expected to be insufficient due to the generation of vapor, and does not perform proper fuel injection. In the former device, the amount of increase in fuel injection and the period of the increase are merely estimated. In the latter device, at least the amount of increase is prospectively determined, regardless of the period of increase in fuel injection.

For this reason, the above-mentioned conventional device cannot accurately control the air-fuel ratio, and the problems such as rough idle, deterioration of drivability, and deterioration of emission cannot be sufficiently solved.

A start-up control device for an internal combustion engine according to the present invention is
The present invention has been made in view of these problems and aims to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature restart.

[0008]

Means for Solving the Problem and Its Action / Effect There is provided a start-up control device for an internal combustion engine according to a first aspect of the present invention, which has been made to solve the above-mentioned problems, in a start-up control device for an internal combustion engine including a fuel injection valve. , A circulation path including at least a fuel passage leading to the fuel injection valve, a fuel pump provided in the middle of the circulation path, and a start request for starting the internal combustion engine, is the internal combustion engine in a high temperature state? Determination means for determining whether or not the internal combustion engine is in a high temperature state by the determination means, delay means for delaying the start of the internal combustion engine by a predetermined period, and the internal combustion engine by the determination means And a control means for operating the fuel pump when it is determined to be in a high temperature state.

In the start-up control device for an internal combustion engine according to the first aspect of the present invention, when the internal combustion engine is requested to start, the determining means determines whether the internal combustion engine is in a high temperature state. First, the start-up of the internal combustion engine is delayed by a predetermined period by the delay means, and the fuel pump is operated to circulate the fuel in the circulation passage including at least the fuel passage leading to the fuel injection valve. Therefore, before the internal combustion engine is started, the temperature of the fuel injection valve and the vicinity of the fuel passage can be lowered by the fuel circulating in the fuel passage, and the generation of vapor can be suppressed.

Therefore, the internal combustion engine start-up control device according to the first aspect of the present invention, at the time of high temperature start, suppresses the generation of vapor from the fuel passage leading to the fuel injection valve and its surroundings before starting the start, Accurate air-fuel ratio control is possible at the time of starting. As a result, it is possible to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.

In the start-up control device for an internal combustion engine according to the first aspect of the present invention, an electric motor that receives a drive current to generate a rotational force, and at least one of the rotational force of the electric motor and the rotational force of the internal combustion engine are used in a vehicle. It is preferable to include a transmission means for transmitting the electric power to the axle and a motor control means for operating the electric motor when the internal combustion engine is stopped.

According to this structure, even when the start of the internal combustion engine is delayed, the electric motor can be operated by the electric motor control means to rotate the axle of the vehicle. Therefore, even if the start of the internal combustion engine is delayed in order to suppress the generation of vapor, the rotation of the axle of the vehicle is not affected.

A start-up control device for an internal combustion engine according to a second aspect of the present invention is a start-up control device for an internal combustion engine, which comprises an internal combustion engine and a drive device for driving the internal combustion engine in a motoring operation. A valve to adjust the amount,
When there is a start request to start the internal combustion engine, a determination means for determining whether the internal combustion engine is in a high temperature state,
When the determining means determines that the internal combustion engine is in a high temperature state, the determining means determines that the internal combustion engine is in a high temperature state and a delaying means that delays the start of the internal combustion engine by a predetermined period. At this time, a control means for controlling the valve to be in an open state and operating the drive device to drive the internal combustion engine in a motoring mode is summarized.

In the internal combustion engine start-up control device of the second aspect of the present invention, when the internal combustion engine startup request is made, the determining means determines whether or not the internal combustion engine is in a high temperature state, and when it is determined that the internal combustion engine is in a high temperature state. First, the start-up of the internal combustion engine is delayed for a predetermined period by the delaying means, the valve is controlled to the open state, and the internal combustion engine is motorized by the drive device. Therefore, before the internal combustion engine is started, the valve is opened and the internal combustion engine is operated by motoring, so that air flows into the intake passage of the internal combustion engine. This intake air can reduce the temperature around the intake passage.
Since the delivery pipe and the like are located around the intake passage and in the fuel injection valve and the fuel passage leading to the fuel injection valve, it is possible to cool them and suppress the generation of vapor from them.

Therefore, since the internal combustion engine start-up control device of the second aspect of the present invention starts the start-up after suppressing the generation of vapor from the fuel passage leading to the fuel injection valve and its surroundings during high-temperature start-up, Accurate air-fuel ratio control is possible at the time of starting. As a result, similar to the first aspect of the invention, it is possible to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.

The internal combustion engine start-up control device according to a third aspect of the present invention comprises an internal combustion engine, a drive device for driving the internal combustion engine to perform a motoring operation, and a water pump which is operated by being connected to a rotary shaft of the internal combustion engine. In a startup control device for an internal combustion engine, which includes a cooling device that circulates cooling water between the periphery of the internal combustion engine and a radiator, and a cooling device that cools the internal combustion engine, when there is a startup request to start the internal combustion engine. A determining means for determining whether the internal combustion engine is in a high temperature state, and a delay for delaying the start of the internal combustion engine by a predetermined period when the determining means determines that the internal combustion engine is in a high temperature state Means, and a control means for operating the drive device to drive the internal combustion engine in a motoring operation when the determination means determines that the internal combustion engine is in a high temperature state. It is the gist of the door.

In the startup control device for an internal combustion engine of the third aspect of the present invention, when the internal combustion engine is requested to start, the determining means determines whether the internal combustion engine is in a high temperature state, and when it is determined that the internal combustion engine is in a high temperature state. First, the start-up of the internal combustion engine is delayed by the delay means for a predetermined period, and the driving device causes the internal combustion engine to perform the motoring operation. Since the water pump is connected to the rotating shaft of the internal combustion engine, the water pump is operated when the internal combustion engine is motored. Therefore, before the internal combustion engine is started, the internal combustion engine is motored and the water pump operates the cooling device. As a result, the temperature of the internal combustion engine can be lowered.

Therefore, the internal combustion engine start-up control device according to the third aspect of the present invention suppresses the generation of vapor from the fuel passage leading to the fuel injection valve and its periphery at the time of high-temperature start, and then starts the start. Accurate air-fuel ratio control is possible at the time of starting. As a result, similar to the first and second inventions, it is possible to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.

In the startup control device for an internal combustion engine of the third aspect of the present invention, the cooling device includes a cooling fan that enhances the heat radiation effect of the radiator by sending air to the radiator, and the control means It is preferable to include a cooling fan control means for operating the cooling fan in accordance with the motoring operation of the internal combustion engine when it is determined that the internal combustion engine is in a high temperature state.

According to the internal-combustion-engine start-up control device having such a structure, the cooling device can be operated and the cooling fan provided in the cooling device can be operated when the internal combustion engine is in a high temperature state. Therefore, the heat dissipation effect of the radiator is enhanced, the cooling device has a stronger cooling capacity, and therefore the temperature of the internal combustion engine can be further lowered, and the generation of vapor from the internal combustion engine can be suppressed more reliably. . Therefore, it is possible to more reliably prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.

In the startup control device for an internal combustion engine having the above-mentioned cooling fan, a valve for adjusting the amount of intake air to the internal combustion engine is provided, and the control means is
It may be configured to include a valve control unit that controls the valve to open in accordance with the motoring operation of the internal combustion engine when it is determined that the internal combustion engine is in a high temperature state.

According to this structure, in addition to the function of the structure including the cooling fan described above, the function of intake air according to the second aspect of the invention is exhibited. Therefore, at the time of high temperature start, rough idle, deterioration of drivability, and deterioration of emission can be prevented more reliably.

In the start-up control device for an internal combustion engine according to the second invention and the third invention (including inventions dependent on it),
The drive device includes an electric motor that receives a drive current to generate a rotational force, and further includes a transmission unit that transmits at least one of the rotational force of the electric motor and the rotational force of the internal combustion engine to an axle of a vehicle. Good.

According to this structure, the axle of the vehicle can be rotated by the motoring operation of the electric motor even when the start of the internal combustion engine is delayed. Therefore, even if the start of the internal combustion engine is delayed in order to suppress the generation of vapor, the rotation of the axle of the vehicle is not affected.

[0025]

Next, embodiments of the present invention described above will be described based on examples. FIG. 1 is a schematic configuration diagram showing a hybrid vehicle equipped with a start-up control device for an internal combustion engine according to a first embodiment of the present invention.

This hybrid vehicle is equipped with an internal combustion engine EG which is driven by being supplied with fuel from a fuel tank, which will be described later, and its output shaft is connected to a planetary gear device PG. The planetary gear device PG is connected to the generator G and the electric motor M, and the rotational movement of the output shaft of the internal combustion engine EG is generated by the planetary gear device PG.
Side, the electric motor M side, or both sides are distributed and transmitted. A differential gear DG is connected to the output shaft of the electric motor M, and drive wheels AH of the vehicle, which is the final purpose, are connected to the output gear.

The detailed structure of the planetary gear unit PG will be described with reference to the schematic block diagram of FIG. As shown in FIG. 2, the output shaft 11 connected to the crankshaft of the internal combustion engine EG
Is connected to the intermediate shaft 13 via a clutch 20. The output shaft 11 is provided with a hydraulic pressure source 14 such as a gear pump. The hydraulic pressure source 14 generates a hydraulic pressure as a part of the power of the internal combustion engine EG to engage the first clutch 20. Be the source. Note that the hydraulic pressure may be generated by another small electric motor without depending on the power of the internal combustion engine EG. According to this configuration, the first clutch 20 can be operated even when the internal combustion engine EG is stopped. .

The intermediate shaft 13 is integrally connected to a carrier 34 that rotatably supports a planetary gear 32 of the planetary gear mechanism 30, and a sun gear 33 that meshes with the planetary gear 32 is located behind the hollow rotary shaft 15. It is integrally attached to the end. The front end of the hollow rotary shaft 15 is connected to the rotatable friction plate 42 of the second clutch 40 that constitutes a multi-plate speed change brake,
On the other hand, the fixed friction plate 44 of the second clutch 40 is fixed to the case. Therefore, when the second clutch 40 is engaged by the hydraulic pressure, the hollow rotary shaft 15 is fixed to the case 46. The hollow rotary shaft 15 has a spline-fitted gear 51, and a rotary shaft 55 of a gear 53 meshing with the gear 51 is a shaft of the generator G. On the other hand, the ring gear 36 of the planetary gear mechanism 30 is mounted on the output shaft 17, and the electric motor M is connected to the output shaft 17.

The connection of the electric motor M to the output shaft 17 is as follows.
For example, the rotor is coupled to the output shaft and the stator is fixed to the casing.
The rotational force generated by the electric motor can be added to the rotational force of.

The planetary gear device PG having the above-mentioned structure has been already proposed by the applicant of the present application in Japanese Patent Application Laid-Open No. 50-30223, and the detailed description of the operation will be entrusted to the specification, but the point is It works as follows.

First clutch 20 and second clutch 40
By making both of them open, the drive wheel AH is driven only by the electric motor M. By engaging both the first clutch 20 and the second clutch 40, the driving force of the internal combustion engine EG is in a mode in which all the driving force is transmitted to the electric motor M and the driving wheels AH side via the planetary gear mechanism 30. Further, by bringing the first clutch 20 into the engaged state and the second clutch 40 into the released state,
The driving force of the internal combustion engine EG is distributed by the planetary gear mechanism 30 and is in a mode in which it is transmitted to the generator G side and the electric motor M and drive wheels AH side.

According to the planetary gear device PG, the first clutch 20 is engaged and the second clutch 40 is released so that the output shaft 17 is rotated by the traveling of the vehicle via the planetary gear mechanism 30. Since it is transmitted to the output shaft 11 of the internal combustion engine EG, the rotation of the output shaft 11 of the internal combustion engine EG is forcibly controlled by adjusting the fluctuation of the load of the generator G connected to the planetary gear mechanism 30. can do. That is, the first clutch 20 is engaged and the second clutch 20
The clutch 40 is released, the output of the internal combustion engine EG is held constant by making the intake air amount of the internal combustion engine EG constant, and the load of the generator G is changed to change the rotational speed of the internal combustion engine EG. It can be forcibly controlled.

Returning to FIG. 1, a generator G driven by a part of the power of the internal combustion engine EG via the planetary gear device PG.
Generated electric power is used as electric power for charging the battery BT, and the electric motor M is driven by the electric power supplied from the battery BT. As the electric motor M, for example, a DC brushless motor including a rotor made of a permanent magnet having 6 poles and a stator made of a three-phase winding is used.
As the battery BT, various types of secondary batteries such as lead acid storage batteries, nickel-cadmium batteries, sodium-sulfur batteries, lithium secondary batteries, hydrogen secondary batteries, redox type batteries, fuel cells, large-capacity capacitors, etc. are used. It

In the hybrid vehicle of this embodiment, the internal combustion engine EG is constantly operated at the optimum efficiency point so that the fuel consumption rate becomes the minimum, and the excess and deficiency between the torque generated by the internal combustion engine EG and the vehicle required load is generated. The adjustment is performed by the power generation load of the machine G or the drive torque of the electric motor M.
This adjustment is realized by the vehicle controller CC mounted on this hybrid vehicle. That is, the vehicle controller CC inputs various kinds of information (hereinafter referred to as vehicle information) related to traveling of the vehicle to obtain a vehicle required load required by the vehicle, and based on the vehicle required load, each component device, that is, Internal combustion engine EG, planetary gear device PG, generator G
And the above-mentioned adjustment is performed by controlling the electric motor M.

FIG. 3 is a schematic configuration diagram showing the internal combustion engine EG and its peripheral devices. As shown in the drawing, the intake passage 60 of the internal combustion engine EG is
An air cleaner 61, a throttle valve 62 that is driven to open and close by a throttle actuator 62a, a surge tank 63 that suppresses pulsation of intake air, and a fuel injection valve 64 that supplies fuel to an internal combustion engine EG are provided.

The intake air taken in through the intake passage 60 is mixed with the fuel injected from the fuel injection valve 64,
It is sucked into the combustion chamber 65 of the internal combustion engine EG. This fuel-air mixture is spark-ignited by the spark plug 66 in the combustion chamber 65 to drive the internal combustion engine EG. The gas (exhaust gas) burned in the combustion chamber 65 is guided to the catalytic converter 68 through the exhaust passage 67, purified, and then discharged to the atmosphere side.

A high voltage from an igniter 72 is applied to the spark plug 66 via a distributor 71,
The ignition timing is determined by this application timing. The distributor 71 is for distributing the high voltage generated by the igniter 72 to the ignition plugs 66 of the respective cylinders.
A rotation speed sensor 73 that outputs four pulse signals is provided.

Further, in the intake passage 60 of the internal combustion engine EG,
A bypass passage 75 is formed so as to bypass the intake passage portion provided with the throttle valve 62, and an ISCV 76 is provided in the bypass passage 75.
The ISCV76 is provided with a valve body having an excellent high-speed response in which the degree of valve opening is controlled by a linear solenoid, and outputs a duty signal having a duty ratio corresponding to the time ratio of the valve body closing and opening to the linear solenoid. By
Control the air flow rate with high accuracy. Such ISCV76
By using, the intake air amount during idling of the internal combustion engine EG can be controlled at high speed without using the throttle actuator 62a which is generally composed of a large DC motor.

A fuel supply system 80 is connected to the fuel injection valve 64. The fuel supply system 80 includes the fuel tank 8
1, a fuel pump 82, a fuel filter 83, and a delivery pipe 84. Fuel is pumped up from a fuel tank 81 by a fuel pump 82, and is distributed to a fuel injection valve 64 of each cylinder from a delivery pipe 84 via a fuel filter 83. The delivery pipe 84 is provided with a pressure regulator 85, and is further connected with a return pipe 86 reaching the fuel tank 81. The pressure regulator 85 keeps the pressure of the fuel sent to the fuel injection valve 64 at a predetermined pressure. When the pressure exceeds the predetermined pressure, the excess fuel is returned to the fuel tank 81 through the return pipe 86.

In the internal combustion engine EG having such a configuration, as a sensor for detecting its operating state, in addition to the rotational speed sensor 73, the opening of the throttle valve 62 is detected and the fully closed state of the throttle valve 62 is detected. A throttle position sensor 91 having a built-in idle switch 90 (FIG. 4), an intake air temperature sensor 92 arranged in the intake passage 60 for detecting the temperature of intake air (intake air), an air flow meter 93 for detecting the amount of intake air, and a cylinder block. A water temperature sensor 94 for detecting the cooling water temperature and an exhaust passage 67
An oxygen concentration sensor 95 for detecting the oxygen concentration in the exhaust gas, a fuel temperature sensor 96 for detecting the fuel temperature in the delivery pipe 84 and a vehicle speed sensor 97 for detecting the speed of the vehicle. Etc. are provided, and these various detection results are input to the vehicle controller CC as the vehicle information described above.

As shown in FIG. 4, the vehicle controller CC
Is configured as a logical operation circuit centered on a microcomputer, and more specifically, various arithmetic processes are executed by the CPU 99a and the CPU 99a that execute various arithmetic processes for controlling the internal combustion engine EG according to a preset control program. A ROM 99b in which control programs and control data necessary for the above are stored in advance, a RAM 99c in which various data necessary for executing various arithmetic processes in the CPU 99a are temporarily read and written, and data can be held even when the power is off. A drive signal is sent to the backup RAM 99d, the A / D converter 99e for inputting the vehicle information and the input processing circuit 99f, and the throttle actuator 62a, the fuel injection valve 64, the igniter 72, the ISCV 76, the fuel pump 82, etc., according to the calculation result in the CPU 99a. Output process to output It has a road 99g and the like. The output processing circuit 99g outputs drive signals to the planetary gear device PG, the generator G, and the electric motor M, in addition to the actuators provided in the internal combustion engine EG.

In the present embodiment, the internal combustion engine EG is controlled by so-called fuel injection control and ignition timing control, in which the fuel injection valve 64, the igniter 72, etc. are driven by the thus configured vehicle controller CC with the optimum drive amount at the optimum timing. Is driven. The fuel injection control and the ignition timing control are the same as the conventional ones, and therefore detailed description thereof will be omitted here. In the hybrid vehicle of the present embodiment, after the start, the vehicle controller CC determines whether or not a predetermined driving condition is met, and when the driving condition is met,
The start of the internal combustion engine EG is started, and then the execution of the fuel injection control and the ignition timing control is started.

The internal combustion engine starting control processing for starting the internal combustion engine will be described below. FIG. 5 is a flowchart showing an internal combustion engine startup control routine executed by the CPU 99a of the vehicle controller CC. This internal combustion engine start-up control routine is repeatedly executed by interruption every predetermined time.

When the processing is started, the CPU 99a first inputs the current vehicle information (step S100),
Understand the driving status of the vehicle. Then, from the information, it is determined whether or not a start request for starting the internal combustion engine EG is obtained (step S110). Specifically, when it is determined that the driving condition of the vehicle matches a predetermined driving condition such as that the electric motor M has already been rotationally driven and the vehicle is traveling, or that the idle switch 90 is in the off state. , It is judged that there was a start request. When a start request is desired, the processing by this control routine is once ended.

When it is determined in step S110 that the start request is obtained, it is determined whether or not the flag FST is 0 (step S120). This flag FST is set to a value of 1 when a process to be described later performed when the internal combustion engine EG is at a high temperature is executed. When it is determined that the value is 0 in step S120, the vehicle information input in step S100. Then, it is determined whether the internal combustion engine EG is in a high temperature state (step S130). Here, specifically,
By determining whether the water temperature detected by the water temperature sensor 94 is 100 ° C. or higher and the intake air temperature detected by the intake air temperature sensor 92 is 70 ° C. or higher, the internal combustion engine E
It is determined whether G is in a high temperature state where a large amount of fuel vapor is generated. It should be noted that the high temperature state may be determined from either one of the water temperature and the intake air temperature, or, in addition to the water temperature and the intake air temperature, the fuel temperature detected by the fuel temperature sensor 96 or a temperature sensor (not shown). The high temperature state may be comprehensively determined from the outside air temperature detected by. Further, the amount of fuel vapor from the fuel tank 81 may be detected by a sensor and the high temperature state may be determined from the amount of fuel vapor.

When it is determined in step S130 that the internal combustion engine EG is in the high temperature state, the drive wheels AH are driven only by the electric motor M while the internal combustion engine EG is stopped (that is, the start of the internal combustion engine EG is prohibited). Is turned on (step S140). Specifically, by outputting a control signal for instructing the first clutch 20 and the second clutch 40 of the planetary gear device PG to open, the drive wheel A can be driven only by the electric motor M.
Rotate H. After that, the value 1 is set in the flag FST (step S150).

After execution of step S150, step S1
Proceed to 60. When it is determined in step S120 that the flag FST has the value 1, steps S130 to S150 are skipped and the process proceeds to step S160.

In step S160, the fuel temperature sensor 96
It is determined whether the fuel temperature (hereinafter, referred to as delivery fuel temperature) THF in the delivery pipe 84 detected by the above is equal to or higher than a predetermined first temperature T1 (step S1).
60). The first temperature T1 indicates that the internal combustion engine EG is at a very high temperature, and is set to 120 ° C., for example. The first temperature T1 may be a temperature that varies depending on the fuel pressure.

In step S160, the delivery fuel temperature TH
When it is determined that F is equal to or higher than the first temperature T1, it is determined that the internal combustion engine EG is at a very high temperature, and the fuel pump 82
A control command is output to increase the discharge amount of the fuel pump 82 (step S170). This process is performed by the fuel pump 82.
By increasing the discharge amount of the fuel, the fuel pressure in the delivery pipe 84 is increased so that the fuel discharged from the pressure regulator 85 returns to the fuel tank 81 through the return pipe 86. As a result, the fuel supply system The fuel can be circulated in 80 circulation paths. When the fuel circulates in the fuel supply system 80, the cooled fuel is sent from the fuel tank 81 to the delivery pipe 84, so that the delivery pipe 84 and the pipeline to the delivery pipe 84 are cooled. In this step S170, the discharge amount of the fuel pump 82 is set to a large flow rate (the maximum flow rate of the capacity of the fuel pump 82), whereby a large flow rate of fuel can be circulated in the fuel supply system 80. This is because it is determined in step S160 that the internal combustion engine EG is at an extremely high temperature, and therefore it is determined that the internal combustion engine EG needs sufficient cooling, and therefore the circulation amount of the fuel supply system 80 is increased. By setting the flow rate, the internal combustion engine EG is sufficiently cooled.

On the other hand, if it is determined in step S160 that the delivery fuel temperature THF is lower than the first temperature T1, it is determined that the internal combustion engine EG is at a high temperature but not so hot, and a control command is given to the fuel pump 82. Is output to set the discharge amount of the fuel pump 82 to the medium flow rate (step S18).
0). By setting the discharge amount of the fuel pump 82 to be a medium flow rate,
Although the pressure of the delivery pipe 84 can be increased to circulate the fuel from the return pipe 86 via the pressure regulator 85, the amount of circulation can be relatively small. As a result, the periphery of the delivery pipe 84 is slightly cooled. It should be noted that here, although the temperature at which the internal combustion engine EG is determined to be in the high temperature state in step S130 is determined to be not so high, it is considered to be sufficient to cool the periphery of the delivery pipe 84 a little, which is wasteful. Although the power consumption is suppressed and the fuel pump 82 has a medium flow rate,
If you do not want to reduce power consumption, fuel pump 82
May be set to a large flow rate to increase the fuel circulation amount.

It is assumed that the fuel pump 82 is operated at a small flow rate during normal operation. In step S180, the operation is performed at a medium flow rate larger than that in the normal operation, and in step S170, the operation is performed at a large flow rate larger than the medium flow rate.

After execution of step S170 or S180, it is subsequently determined whether or not the delivery fuel temperature THF is lower than a second temperature T2 set in advance (step S).
190). The second temperature T2 is lower than the first temperature T1 and is set to 90 ° C., for example. Here, if it is determined that the delivery fuel temperature THF is lower than the second temperature T2, the start of the internal combustion engine EG is permitted (step S19).
2). When the start of the internal combustion engine EG is permitted, the CPU 99a of the vehicle controller CC drives a starter (DC motor) (not shown) to perform cranking, and thereafter,
The internal combustion engine EG is started by executing fuel injection control and ignition timing control in another routine. At this time, the planetary gear device PG is controlled so that the electric motor M drives the drive wheels AH.
Instead of rotating the drive wheel AH, the drive wheels AH are rotated only by the internal combustion engine EG. The drive wheel AH may be configured to rotate together with the internal combustion engine EG and the electric motor M as needed. The drive wheel AH is the electric motor M.
Therefore, the internal combustion engine EG may be configured to be used exclusively for power storage of the battery BT.

After that, the value 0 is set in the flag FST (step S194), and this control routine is once ended. On the other hand, in step S190, the delivery fuel temperature THF
When it is determined that is equal to or higher than the second temperature T2, steps S192 and S194 are bypassed, and this control routine is once ended.

In step S130, the internal combustion engine EG
If it is determined that is not in a high temperature state, step S1
Assuming that the processes according to the present invention of 40 to S190 are unnecessary, the process immediately proceeds to step S192 to start the internal combustion engine EG.

In the first embodiment configured as described above, when it is determined that the internal combustion engine EG is in the high temperature state when the internal combustion engine EG is requested to start, the internal combustion engine EG is prohibited from starting and the fuel consumption is reduced. The discharge amount of the pump 82 is increased to circulate a large amount of fuel in the route of the delivery pipe 84 and the return pipe 86. Therefore, before the internal combustion engine EG is started, the fuel tank 8 is placed in the delivery pipe 84 and its vicinity.
A large amount of fuel is circulated from 1 to lower the temperature around the delivery pipe 84. Delivery pipe 8
4. Since the temperature of the fuel injection valve 64 and the like connected to the delivery pipe 84 decreases, it is possible to suppress the generation of vapor.

Therefore, in the first embodiment, at the time of high temperature starting, the starting of the delivery pipe 84 and its surroundings is suppressed after the generation of vapor, so that accurate air-fuel ratio control can be performed at the time of starting. Become. As a result, it is possible to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.

Further, in this embodiment, since the discharge amount of the fuel pump 82 is changed by the delivery fuel temperature, the internal combustion engine EG can be cooled quickly even when the internal combustion engine EG reaches a very high temperature. be able to. Therefore, it is possible to more reliably prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature start.

Further, in this embodiment, since the drive wheels AH of the vehicle can be driven also by the electric motor M, it is assumed that the start of the internal combustion engine EG is delayed as described above when the internal combustion engine EG is started. Also, the drive wheel AH can be rotated. Therefore, even if the start of the internal combustion engine EG is delayed in order to suppress the generation of vapor, the vehicle will not stop.

In this embodiment, step S130.
When it is determined that the internal combustion engine EG is in the high temperature state in step S190, the internal combustion engine EG is prohibited from starting, and when the delivery fuel temperature THF becomes lower than the second temperature T2 in step S190, the internal combustion engine EG is allowed to start. Although the delay means is configured, the start permission of the internal combustion engine EG does not necessarily have to be limited to that time, and may be determined by another parameter that reflects the temperature of the internal combustion engine, for example, the intake air temperature.

The second embodiment of the present invention will be described below. The internal combustion engine EG startup control device of the second embodiment has the same hardware configuration as that of the first embodiment, and is different only in the internal combustion engine startup control routine executed by the vehicle controller CC. . Hereinafter, the control routine for starting the internal combustion engine will be described.

FIG. 6 is a flow chart showing an internal combustion engine start-up control routine of the second embodiment. As shown in this figure, when the processing is started, the CPU 99a executes steps S200 to S250 which are the same as steps S100 to S150 of the first embodiment. After that, CPU9
9a outputs a control signal for opening the throttle valve 62 to the fully open state (WOT) to the throttle actuator 62a, and executes a process for motoring the internal combustion engine EG (step S260). The motoring operation of the internal combustion engine EG referred to here is performed by the planetary gear device PG.
Is a state in which the power of the electric motor M is transmitted to the internal combustion engine EG, and the crankshaft of the internal combustion engine EG is rotated at a predetermined rotation speed or higher.

In the planetary gear unit PG, the first
By setting the clutch 20 in the engaged state and the second clutch 40 in the released state, it is possible to switch to a state in which the power of the electric motor M is transmitted to the internal combustion engine EG, and in this state, the generator G
By adjusting the load of, the output shaft of the internal combustion engine EG can be forcibly rotated even if the internal combustion engine EG is stopped. At this time, it is possible to adjust the rotation speed of the internal combustion engine EG while keeping the rotation speed of the electric motor M constant (that is, the state where the rotation speed of the drive wheels AH is constant). Therefore, in step S260, the CPU 99a
Switches the first clutch 20 to the engaged state and the second clutch 40 to the disengaged state to adjust the load of the generator G, thereby causing the internal combustion engine EG to perform the motoring operation at a constant rotation speed or higher.

Subsequently, it is determined whether or not the intake air temperature THA detected by the intake air temperature sensor 92 is lower than the third temperature T3 (for example, 50 ° C.) (step S270), and the intake air temperature T
If it is determined that HA is lower than the third temperature T3, the start of the internal combustion engine EG is permitted (step S280), and the flag F is determined, as in steps S192 and S194 of the first embodiment.
The value 0 is set in ST (step S290), and then
This control routine is temporarily ended.

In the second embodiment configured as described above, when it is determined that the internal combustion engine EG is in the high temperature state when the internal combustion engine EG is requested to start, the internal combustion engine EG is prohibited from starting and the throttle The valve 62 is set to WOT and the internal combustion engine EG is operated by motoring. Therefore, a large amount of air flows into the intake passage 60, and the temperature around the intake passage 60 can be lowered by this intake air. Since the fuel injection valve 64, the delivery pipe 84, etc. are located around the intake passage 60, it is possible to cool them and suppress the generation of vapor from them.

Therefore, similarly to the first embodiment, it is possible to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting. Further, similarly to the first embodiment, the drive wheels A of the vehicle are also driven by the electric motor M.
Since H can be driven, the vehicle will not stop even if the start of the internal combustion engine EG is delayed in order to suppress the generation of vapor.

The third embodiment of the present invention will be described below. Compared to the first embodiment, the internal combustion engine startup control device according to the third embodiment has the same hardware configuration and further includes a cooling device 300 shown in FIG. 7. The cooling device 300 includes a water jacket 301 that surrounds a cylinder and a combustion chamber, a water pump 302 that pumps and circulates water in the water jacket, a radiator 303 that transmits heat of high-temperature cooling water to the outside air, and cools it. It is composed of a thermostat 304 for promptly bringing high cooling water to an appropriate temperature, a cooling fan 305 for blowing air to the radiator 303, and the like.

The water pump 302 is the radiator 30.
The water cooled in 3 is sucked and pressurized by the centrifugal force of the impeller and forcedly circulates in the cooling water system, and its rotation is performed by a V-belt 306 from a crank pulley provided on the rotating shaft of the internal combustion engine EG. Being driven. A cooling fan 305 is connected to the water pump 302. With this configuration, the water pump 30
Both 2 and the cooling fan 305 are driven by the rotation of the internal combustion engine EG.

The internal combustion engine startup control routine in the third embodiment is exactly the same as that in the second embodiment. According to this configuration, in step S260 of FIG.
By motoring G, the water pump 302 and the cooling fan 305 can be automatically driven. As a result, the internal combustion engine EG that has reached a high temperature
It can be forcibly cooled by the cooling device 300.
Further, the internal combustion engine EG can be cooled by the action of intake air similar to that in the second embodiment.

In the third embodiment configured as described above, when it is determined that the internal combustion engine EG is in the high temperature state when the internal combustion engine EG is requested to start, the internal combustion engine EG is prohibited from starting and the electric motor The internal combustion engine EG is operated by the motor M. Since the water pump 302 and the cooling fan 305 are connected to the rotary shaft of the internal combustion engine, the water pump 302 and the cooling fan 305 are operated when the internal combustion engine is motored. Therefore, before starting the internal combustion engine EG, the internal combustion engine E
G is motored and the cooling device 300 operates. As a result, the temperature of the internal combustion engine can be lowered and the generation of vapor can be suppressed.

Therefore, as in the first and second embodiments,
It is possible to prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.
Further, in the third embodiment, since the throttle valve 62 is set to WOT at high temperature, the internal combustion engine EG can be cooled by intake air as in the second embodiment, and the generation of vapor can be suppressed more reliably. You can Therefore,
It is possible to more reliably prevent rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting.

In particular, in the third embodiment, the cooling fan 305 is configured to operate along with the motoring operation of the internal combustion engine. Therefore, the cooling capacity of the cooling device 300 operated in accordance with the motoring operation. Is even higher. In the third embodiment,
Similar to the first and second embodiments, even if the start of the internal combustion engine EG is delayed to suppress the generation of vapor, the vehicle will not stop.

The fourth embodiment of the present invention will be described below. The start-up control device for the internal combustion engine EG of the fourth embodiment has substantially the same hardware configuration as that of the third embodiment, and the hardware configuration is different only in the following points. In the third embodiment, the cooling fan is
The internal combustion engine EG was operated by rotation, but instead of this, it is an electric type that is rotated by a motor that uses a battery as a power source. Generally, in an FF vehicle in which the internal combustion engine is placed horizontally, the pump position is separated from the radiator, so that the internal combustion engine EG is electrically driven regardless of rotation. The battery used for this cooling fan may be the battery BT shown in FIG. 1 or another battery.

The internal combustion engine starting control routine in the fourth embodiment will be described below. 8 and 9 show
It is a flow chart which shows a control routine at the time of starting an internal-combustion engine of a 4th example. This internal combustion engine startup control routine is
The same steps 200 to S290 as those in the startup control routine (FIG. 6) of the second embodiment are provided, and further, step S
The following steps are added between 250 and step S260.

That is, after executing step S260, the process moves to FIG. 9, and the CPU 99a determines whether or not the water temperature THW detected by the water temperature sensor 94 is lower than the fourth temperature T4 (for example, 105 ° C.) (step S410). ). Here, when it is determined that the water temperature THW is equal to or higher than the fourth temperature T4, the electric cooling fan is operated with a “strong” rotational force (larger rotational force than during normal operation) to circulate the cooling device. The temperature of the cooling water to be cooled sufficiently (step S42).
0). Then, the water temperature THW changes to the fifth temperature T5 (the fourth temperature T5
It is determined whether the temperature is lower than 4, for example, 103 ° C. or lower (step S430), and when the temperature is still higher than the fifth temperature T5, the process of step S480 is repeated.
On the other hand, when it is determined that the water temperature THW is lower than the fifth temperature T5, the cooling fan is stopped (step S44).
0).

After execution of step S440, or when it is determined in step S410 that the water temperature THW is lower than the fourth temperature T4, the process proceeds to step S270.

In the fourth embodiment configured as described above, when it is determined that the internal combustion engine EG is in the high temperature state when the internal combustion engine EG is requested to start, the internal combustion engine EG is prohibited from starting and the electric motor The internal combustion engine EG is motored by M, and the cooling fan is operated. Since the water pump 302 is connected to the rotary shaft of the internal combustion engine, when the internal combustion engine is motored, the water pump 302 is operated and at the same time, the electric cooling fan is operated. Therefore, similarly to the third embodiment, the internal combustion engine EG can be cooled by the cooling device 300 by the operation of the water pump 302 and the cooling fan before the internal combustion engine EG is started. As a result, the temperature of the internal combustion engine can be lowered and the generation of vapor can be suppressed.

Therefore, in the fourth embodiment, the cooling fan is operated in synchronization with the motor ring of the internal combustion engine EG even if the cooling fan is not rotated by the rotary shaft of the internal combustion engine EG. The same effect as the third embodiment can be obtained. Particularly, in the fourth embodiment, the cooling fan can be rotated by the "strong" rotational force at high temperature, so that the internal combustion engine E is further improved.
G can be cooled.

In the fourth embodiment, step S4
A configuration in which the processes of 10 to S440 are deleted may be adopted. According to this configuration, since the motoring operation is only performed at the time of high temperature starting, the electric cooling fan does not operate. However, the radiator 303
There is a certain amount of heat dissipation effect (only the radiator 303 alone has sufficient heat dissipation effect while running), and the cooling device 300 can cool the internal combustion engine to some extent. Therefore, rough idle at the time of high temperature start,
Deterioration of drivability and emission can be prevented to some extent.

The fifth embodiment of the present invention will be described below. FIG. 10 is a schematic configuration diagram showing a hybrid vehicle equipped with a vehicle control device according to a fifth embodiment of the present invention. The hardware configuration of the hybrid vehicle of the fifth embodiment is different from that of the hybrid vehicle of the first embodiment in that the planetary gear device PG is replaced by the connection switching device SW.
Is provided, and the rotation speed adjuster V is provided between the connection switching device SW and the electric motor M, and other hardware configurations are the same.

As shown in FIG. 10, the output shaft of the internal combustion engine EG is connected to the input side of the connection switching device SW. The connection switching device SW switches the connection direction of the rotary shaft to two positions in response to a control signal from the vehicle controller CC. By switching the connection switching device SW, the output of the internal combustion engine EG is changed to the generator G side. It is selectively transmitted to the electric motor M side. The rotation speed adjuster V is a gear mechanism capable of adjusting the rotation speed of the rotating shaft according to a control signal from the vehicle controller CC. Other configurations in FIG. 10 are the same as those in the first embodiment.

In the hybrid vehicle having such a structure, the connection switching device SW is normally switched to a position where the output shaft of the internal combustion engine EG and the generator G are connected, and the generator G is driven by the output of the internal combustion engine to drive the battery. The BT is charged and the electric power of the battery BT is used to drive the electric motor M. That is, the drive wheels AH are driven exclusively by the electric motor M, and the internal combustion engine EG is used for charging the battery of the electric motor M. On the other hand, when the connection switching device SW is switched to a position where the output shaft of the internal combustion engine EG and the electric motor M are connected, the drive wheels AH can be shared by the internal combustion engine EG and the electric motor M to be driven.

This hybrid vehicle can be applied to any of the configurations of the first to fourth embodiments.

In the fifth embodiment constructed as described above,
It is possible to achieve the same effects as those of the above-described respective embodiments. In particular, since the hybrid vehicle of the fifth embodiment is of a type that uses the internal combustion engine EG exclusively for charging the power source of the electric motor M, the internal combustion engine EG operates intermittently when the battery charge amount decreases. Will be done,
There are many opportunities to start the internal combustion engine EG. Therefore, the effect of preventing rough idle, deterioration of drivability, and deterioration of emission at the time of high temperature starting becomes more effective.

The first to fourth embodiments are of the type in which the energy required for power generation for driving the electric motor is mechanically distributed from the energy generated from the internal combustion engine by the planetary gear device, and the remaining energy drives the axle. This is a configuration applied to a hybrid vehicle. The fifth embodiment has a configuration applied to a hybrid vehicle of a type in which electric power is generated by an internal combustion engine and an axle is driven by an electric motor. The start-up control device for an internal combustion engine according to the present invention is not necessarily limited to those applied to these two types of hybrid vehicles, but can be applied to other types of hybrid vehicles. For example, the configuration may be applied to a hybrid vehicle of a type in which energy required for power generation for driving an electric motor is electrically distributed from energy generated from an internal combustion engine. This configuration is shown in Japanese Patent Application No. 7-145575 and Japanese Patent Application No. 7-225869 proposed by the applicant of the present application. A clutch motor and an assist motor are provided on the output shaft of the internal combustion engine, and electric power is supplied by the clutch motor. Is regenerated and the assist motor is driven by using the regenerated electric power.

Further, the start-up control device for the internal combustion engine according to the present invention is not necessarily limited to the hybrid vehicle.
The present invention can be applied to a configuration including only an internal combustion engine as a drive source for an axle. According to this configuration, when the internal combustion engine is started, the start of the internal combustion engine is delayed, and the operation of the vehicle is delayed by the delay period. It is possible to solve problems such as idols.

In step S260 in the second to fourth embodiments, the throttle valve 62 is controlled to be in the fully open state (WOT). However, this need not always be WOT and the throttle valve 62 is opened. Any opening may be used as long as it is in a state. By controlling the opening degree of the throttle valve 62 together with the motoring operation in step S260, the temperature around the intake passage 60 can be reduced by the intake air, though there is a degree of difference. . In addition, in that configuration, intake is performed by opening the throttle valve 62, but instead of this, I
A configuration may be employed in which the SCV 76 is opened and air is taken into the internal combustion engine EG from the bypass passage 75.

Although some embodiments of the present invention have been described in detail above, the present invention is not limited to these embodiments, and various embodiments are possible without departing from the gist of the present invention. Of course, it can be implemented.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a hybrid vehicle equipped with a start-up control device for an internal combustion engine that is a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a planetary gear device adopted in the hybrid vehicle.

FIG. 3 is a schematic configuration diagram showing an internal combustion engine EG of the hybrid vehicle and peripheral devices thereof.

FIG. 4 is a block diagram of a control system of a hybrid vehicle centered on a vehicle controller.

FIG. 5 is a flowchart showing an internal combustion engine startup control routine executed by the vehicle controller.

FIG. 6 is a flowchart showing a control routine at the time of starting the internal combustion engine of the second embodiment.

FIG. 7 is a partial cutaway view of an internal combustion engine EG and a cooling device 300 which are mounted in a startup control device for an internal combustion engine according to a third embodiment.

FIG. 8 is a flowchart showing the first half of the internal combustion engine start-up control routine of the fourth embodiment.

FIG. 9 is a flowchart showing the latter half of the internal combustion engine start-up control routine.

FIG. 10 is a schematic configuration diagram showing a hybrid vehicle equipped with a startup control device for an internal combustion engine that is a fifth embodiment.

[Explanation of symbols]

 11 ... Output shaft 13 ... Intermediate shaft 14 ... Hydraulic pressure supply source 15 ... Hollow rotating shaft 17 ... Output shaft 20 ... First clutch 30 ... Planetary gear mechanism 32 ... Planetary gear 33 ... Sun gear 34 ... Carrier 36 ... Ring gear 40 ... 2 clutch 42 ... Friction plate 44 ... Fixed friction plate 46 ... Case 51 ... Gear 53 ... Gear 55 ... Rotary shaft 60 ... Intake passage 61 ... Air cleaner 62 ... Throttle valve 62a ... Throttle actuator 63 ... Surge tank 64 ... Fuel injection valve 65 ... Combustion chamber 66 ... Spark plug 67 ... Exhaust passage 68 ... Catalytic converter 71 ... Distributor 72 ... Igniter 73 ... Rotation speed sensor 75 ... Bypass passage 76 ... ISCV 80 ... Fuel supply system 81 ... Fuel tank 82 ... Fuel pump 83 ... Fuel filter 84 … Delivery pipe 85… Pressure regulation 86 ... Return pipe 90 ... Idle switch 91 ... Throttle position sensor 92 ... Intake temperature sensor 93 ... Air flow meter 94 ... Water temperature sensor 95 ... Oxygen concentration sensor 96 ... Fuel temperature sensor 97 ... Vehicle speed sensor 99a ... CPU 99b ... ROM 99c ... RAM 99e ... A / D converter 99f ... Input processing circuit 99g ... Output processing circuit 300 ... Cooling device 301 ... Water jacket 302 ... Water pump 303 ... Radiator 304 ... Thermostat 305 ... Cooling fan 306 ... V-belt AH ... Drive wheel BT ... Battery CC ... Vehicle controller DG ... Differential gear PG ... Planetary gear device EG ... Internal combustion engine G ... Generator M ... Electric motor

Claims (7)

[Claims] 1. A start-up control device for an internal combustion engine having a fuel injection valve, a circulation path including at least a fuel passage leading to the fuel injection valve, a fuel pump provided in the middle of the circulation path, and the internal combustion engine. Determining means for determining whether or not the internal combustion engine is in a high temperature state when there is a start request for starting, and starting the internal combustion engine when the determining means determines that the internal combustion engine is in a high temperature state When the internal combustion engine is in a high temperature state by the determining means, and a control means for operating the fuel pump when the internal combustion engine is started. Control device. 2. The start-up control device for an internal combustion engine according to claim 1, wherein the electric motor receives a drive current to generate a rotational force, and at least one of the rotational force of the electric motor and the rotational force of the internal combustion engine. A start-up control device for an internal combustion engine, comprising: a transmission unit that transmits the electric power to an axle of a vehicle; and an electric motor control unit that operates the electric motor when the internal combustion engine is stopped. 3. A start-up control device for an internal combustion engine, comprising: an internal combustion engine; and a drive device for driving the internal combustion engine in a motoring operation; a valve for adjusting an intake air amount to the internal combustion engine; When there is a start request to determine whether the internal combustion engine is in a high temperature state, the determining means determines whether the internal combustion engine is in a high temperature state, and the internal combustion engine is started. When the internal combustion engine is determined to be in a high temperature state by the determination means and a delay means that delays by a predetermined period, the valve is controlled to be in an open state, and the drive device is operated to drive the internal combustion engine to a motor. A startup control device for an internal combustion engine, comprising: a control unit for performing a ring operation. 4. An internal combustion engine, a drive device for driving the internal combustion engine to perform a motoring operation, and a water pump which is connected to a rotary shaft of the internal combustion engine and is operated to provide cooling water between the periphery of the internal combustion engine and a radiator. In a start-up control device for an internal combustion engine, which includes a cooling device for circulating the internal combustion engine to cool the internal combustion engine, whether or not the internal combustion engine is in a high temperature state when a start request for starting the internal combustion engine is made. Determining means, a delay means for delaying the start of the internal combustion engine by a predetermined period when the internal combustion engine is in a high temperature state by the determining means, and the internal combustion engine having a high temperature by the determining means. Control means for activating the drive device to cause the internal combustion engine to perform a motoring operation when it is determined that the internal combustion engine is in a state of being started. Location. 5. The internal combustion engine startup control device according to claim 4, wherein the cooling device includes a cooling fan that enhances a heat radiation effect of the radiator by blowing air to the radiator, and the control means comprises: A startup control device for an internal combustion engine, comprising cooling fan control means for operating the cooling fan in accordance with motoring operation of the internal combustion engine when it is determined that the internal combustion engine is in a high temperature state. 6. The start-up control device for an internal combustion engine according to claim 5, further comprising a valve that adjusts an intake air amount to the internal combustion engine, wherein the control means controls the internal combustion engine to be in a high temperature state. A startup control device for an internal combustion engine, comprising valve control means for controlling the valve to open in accordance with the motoring operation of the internal combustion engine when it is determined that 7. The start-up control device for an internal combustion engine according to claim 3, wherein the drive device includes an electric motor that receives a drive current to generate a rotational force. A startup control device for an internal combustion engine, comprising: a transmission means for transmitting at least one of the rotational force of an electric motor and the rotational force of the internal combustion engine to an axle of a vehicle.